Automatic fluid-operated valve



Patented dan. 19, 1923. y

" nairessra'rssrilrnnr orsi-ies.

ANDREW J. ALLARD, or wasnrivs-troii, Drsriaicr or conirriisimnssisnon ro mns SALES CORPORATEON,"OF WASHNGTON, DISTRICT Ol? CQLUMBIA, A CORPORATION or vrafirivrii.k

f eurer/.tarro FLUID-O'PERATED VALVE.

I' .Application filed March 3, 1921. serial No. 449,350.

sure operated apparatus, and while particu-.

laily applicable tobraking systems of vehicles and trainsl of vehicles, elevatois,`hoists, etc., it is capable oi various other kuses,`as ftfor insta-ncerin heating andtuelvsupply sys.- teins etc., and as may depend Aupon any particular circumstances, its applicationinay be p either direct or indirect. `Furthermore, the

control of my iniproifed mechanism maybe either mechanical, electrical, thermostatic oi otherwise, since .its fundamental principles of operation. are susceptible to embodiment in mechanical structures of such varying de-.

sign vand within the scope orits beneficial capabilities as otherwisewill permit its control in still other manners'. `j More particularly my invention lconsists ot' an automatic valve, which l willdescribe as associatedwith awell known type of fluid n pressurev train braking system, vits. purpose when so used being` to cause an automatic application ofthe bi'akes .whenever tor any one ot a number oit dili'crent reasons the liu-y man `i'actor incontrol of thetrain has tailed to do so when necessary, or .whenever tor various reasons the brakingl apparatus otherwise tails to function properly.

it is alsomy purpose'toprovide mechaiiisni ofthe character mentioned which may be associated with types of fluid" pressure systems nowk inl general use, without materially altering the same, and without affecte ing' the ordinary mode ot operation thereof. My invention further resides in theprovi'- sion of mechanism of simple and `comparatively inexpensive design to accomplish the functions aforementioned, either in a train braking` system or in other fluid pressureop?, lt `is kfi'urthermore my purpose to provide mechanism which is not l erated apparatus.

only automatic in its initial oiLieratioii,` but which is also ,automatic in its return to normal position,followingY its controllingoperation.

between said reservoirs and se llt' is a further purpose to provide a mechanism of this character which is positivev but which will `.also operate y to control the apparatus with which it is associated without unnecessary harshness, as for instance in bringing a train to a smooth, quiet stop.

j My purpose in describing my invention as associated with a train brakingy system is merely to describe .one or the many uses and modes of operation to which its underlying principlesare susceptible of application, but

the fact that I have kchosen this manner ol` illustratinfr the use ofmy Vinvention is not in any way to be inferred as an intention to rest-'riot its range of possible utility.

In the drawings, wherein like characters of reference denote correspondingI parts in the different views Fig l is an elevation vof aportion Qtar` `well known type of braking system showing my improvedv valve operatively associated therewith;

Fig. 2, a

associated comprises .a mainiiuid pressure vertical section through the valve y showing its part-s intheir knormal position; and y f Y y Fig. 3, a view Asimilar to Fig. 2 showingy the position of thefparts of the valve tocau'sel reservoir, anfequalizing reservoir, an ,en l f giiieers brake valve, and pipe connections d 'l brake vvalve andV with a train line to c.

manner upon manipulation ot the engineers l Yan ap- `plication ol" the brakesnii a well known whichv controls the brake shoes, as is well A known, andi'or which reason further illiis-A only concern is in associating my. valve with the main` reservoir, the engineei"s brake valve andthe train linek in 'suchkmanner preferablycomposed oi tour main sections v14,-, l5, i6 and lli?v adapted to be arranged, y respectively, in superimposed relation with .tration and description thereof is believed to be unnecessary, particularly since" the vioo the iirst section 14 serving as a closure for the lower end of section 15 and. the top section 17 serving asa cap or closure for the upper end of section 1G, said sections 14 and 17 being adapted 'for detachable association with sections 15 and 16, respectively, iniany desired manner, as 'for instance, by means ot screw threaded connections therewith, althoughv said sections may be flanged and bolted together it desired. The lower end of section 16 is designedv to rest on the upper end of section 15, and these two sections are also adapted to he relatively detachably connected in any preferred manner as by means oit bolts or other fasteners, not illustrated. f

lit suitable points in the outer wall ot section 15 are provided a pair ot passages 1S and 19, respectively, which are preferably though not necessarily diametrically oppositely disposed withrespect to each otherl and which arepreterably surrounded by screw threaded flanges or bosses formed on said section whereby pipes may be connected thereto for a purpose which will later appear.

rl`he upper portion of section 15 is 'formed into a cylinder Q() closed at its lower end with respect to either of the passages 13 or 19 by a horizontal partition 21. Liliewise the lower end ot said section 15 is closed throughout a major portion of its area by a horizontal partition 92 which denies communication between the passage 18 and any part of section 14 except through a port 23 formed in said partition. Between the partitions 21 and 22 is ay partition 24 having a port 25 formed therein providing a sole means of communication between the passages 18 and 19. Passage 19, however, is at all times Vin communication with the interior of section 14, as illustrated.

kVlithin the section 14 is a short cylinder 26 the lower end of which is open while its upper end is closed by the lower lace of partition 22 which it abuts in iiuid tight engagement. and itl is around the outside ot this cylinder and the partition 22 that the passage 19 has communication with 'the interior of section 14.

Carried within the section 14, below the cylinder 26 is a member 27 preferably cast integral with said section and having an opening 28 therein forming a guide ior a stem 29 projecting from the lower tace of a piston 30 which is slidable in the cylinder 26. Towards the upper end of said member 27 the opening 28 is enlarged as shown at 31 thereby providing a space surrounding` the stem 29,Y which space extends to the upper end ot said member and at its lower end communicates with an opening 32 leading to the atmosphere. The piston 30 is inthe nature ol a valve controlling` conimunicatiou between the interior et section 1 4 and the atmosphere through openings 31 and 32. lVhen the said piston is raised a flow of fluid through openings 3,1 and 32 is permitted, but when it is moved down a gasket carried thereby seatsagainst the upper edge ot member andthereby cuts ofi any flow ot Huid through said'openings. Extending-,through the oiston 30 'from top to bottom thereof is a small opening 33 the purpose ot which will be fully explained hereinafter.

Slidable in the cylinder 20 is a piston 34 and carried bythis piston is a hollow stem 35l which projects through the partition Q1 and below said partition carries a valve 36 which cooperates with a seat sury rounding the port 25 to close or open the same to thereby govern communication between passages 18 and 19 as may be determined by movements of said piston.

Also carried by said hollow stem at its lower end is a second valve 37 which cooperates with a seat surrounding the port 23 and is movable .simultaneously with the first valve to control communication through said lastport, as is apparent. Near the partition 21' the` side wall of cylinder 2() is provided with a small opening 38 which leads to the atmosphere.

Communication between the cylinder 20 and the interior of section 1G is denied eX- eept through a central tubular extension 39 rising from a wall 4() which closes the lower end of said section 1G. n Carried within said tubular extension is a member 41 having an opening 4Q therein which slidably receives the upper end of the stem 35. Communicating with the opening 42 is a passage 43 leading to the atmosphere, while another passage 44 communicates .with the interior of tubular extension 39 and also with passage 43 whereby said tubular member is also in communication with the atmosphere.

Formed in the upper portion ot section 17 is a cylinder closed a i its upper end and open at its lower end and which is stepped or shouldered to provide an upper vportion 45 of any suitable diameter and a lower portion 46 having a diameter slightly greater than the first portion. Arranged in this cylinder is a piston 47 which is also shouldered or stepped whereby it slidably lits both the larger and smaller bores of said cylinder.

Extending inward' from the piston is a stem 48 carrying at its lower end aring 49 which is slidably fitted in the tubular extension 39 and, as controlled by movements of the piston, is adapted to cover or uncover the passage 44 to deny or permit communication between the tubular extension and the atmosphere. Also carried by the stem 43, between the tulmlar extension 39 and the piston 4T, is au armature 5l), ot

such size and shape as to be disposed 'Ain operative relation to one'yor a pluralityof' electro-magnets l'niounted within rthe section16.

Like the piston -30 the :irinatureO isiny the nature of a valve controlling communi! cation between the interior of' the tubular extension 39 and the `sections y16 and 17. When said armature is raised a flow oi' i'iluid through the tubular extensionkis permitted,

but when `it `is moved downward a gasket 52 carried thereby seats against the upper edge of the tubular-extension and cutsj ottany flow of'tluid th'erethrough- "The `section 16,is`in constant communication with tems now in general use,'whereby the pur-v poses aforementioned are accomplished.

Thetrain line pipe 54 connects in the usual:`

manner with the engineei"s valve 55 and is provided with a branch pipe 56 which con` nects with the lower end oit section 14. A pipe 57 connects the engineers valve with opening '19 of my automatic valve, while another. pipe 58 connects openings' 18 with the rmain reservoir (not shown). The train line, to the side oft-lie branch pipe 56 rc3 moteyfrom the engineersl valve, is provided with a normally open cock 59 lwhich may be closed whereby the train line may be ,cut olf` from the enginees valveand from automatic valve when for anyreas'on it is desired Vto do so, as for instance, when Vit is `desired to repair either valve. more,lapipe GOconnfects pipes 57 and 58 and this pipe is provided with a normally closed cock 61 which maybe opened in the event of malfunction of the automatic valve to enablethe Huid in thetrain line tobe controlled in `the ordinary manner by 'mar nipulation oli the engineer-s brake valveJ Positive and negative conductors 62and 63, respectivelyn leadtroin the electro-inagnets 51 to any suitable type of normally closed circuit breaking Adevice or 'devices as' conventionally,illustrated at A64, and interposed in the circuit'provided by these conductors is a suitable source'of electric cur-V ports 25 and` 23, respectively, 'interrupting rent such as the battery shown at 65. kAny means'for operatingthe device or devices (S4-to break `the circuit throught-he inagnets 51 maybeprovided,one ineansfiior such purpose consisting of ramps placed at proper' intervals' orat desired locations along,l theA K y y acting lupon the lunder face kof piston l30 tracks and preferably operatedy in ccnjunc# tion with seinapho'reor other signal devices so that they will b e positioned to opera te the devices ('34 to break the circuit when the sinrn nel is in a position demanding nu approachf the engineers f valve. kanyre'ason the magnets 51 become deenergized,as,fi"or instance,`when the device 64- ing train to stop. ln addition to the forego! ing or equivalent means for breakingtl'ie circuit to therebyc'ause the automatic valve to operate ,it is apparent that other causes might accomplish the same purpose, asior instance broken conductor 62 or G3, snort circuit otsaid conductors or a weak battery. y y `When` interposed in a train line asshown in F 1 with the electric circuitclosed and the magnets 51 energized the parts ot the.. valve will assume the position 'shown inl 2, that is, the armature 50 is attractedby thefinagnets, the piston 47 `is 'at the limit of its inward or downward movement, the upper end ot the tubular extension 39 'is closed bythe gasket 52, and the ringfl) is in uncovering relation to the passage 44.,`

Therefore, since the upper surface ofthe piston is subject only to atmospheric pressure rthe main' reservoir pressure reaching the valve 36 by way of the pipe 5S raises,

said valve 'establishing communication be-y tween the main reservoir andthe engineers brake valve, communication of the hollow stem 35 with the atmospherebeing simultaneously cut oil1 by 'reason of the upper end or ysaid stem closing the innei` end oi passage 43. ries withy it the valve 37 thus uncovering ythe port 23 land admittingpressure above the piston 30, torcing the same downward and thus closingthe exhaust port Ti-.32 from the brake pipe to theatinosphere.

The foregoing sets forth thenorinal position of'v the parts ofiny automatic valve, "and when in such position it is clear that f the Huid in the train line may be controlled in-*an ordinary manner bymanipulation o is o erated b rain alone' the track 'to break the circuit through the conductors 62 and 63, the arinature() is raised by the main reservoir pressure, present in the sec'- tious 1G and 17 by reason' of the passage 53,

acting upon the larger area oit'the bottom l i; A

`:face ot the piston 4r, which p the piston upward' and carries the 4armature 'with it, thus openini;l the upper end rof the tubular@extension and admitting; lthe maui reservoir pressureabove the large piston 34, forcing said piston downward `unt1l` the' valves 36 and-37v are seated and closing` the communication between the main reservoir piston '30 by `way of the -hollow stem 35 and passage 43. rlhe train line pressure then inovessame upward, uncovering'' the upper lNhen the stein moves up it car-y However, when for essure forces end oi'` member 27 and permitting exhaust n n line pressure through the open- 9, which exhaust orv reduction ot Cri the train line pressure will act toapply the brakes in a Well known manner. llfhen the nuuijnets are again energized the arma'- tureis moved downward closing the upper end of the tubular extension 39- and at the y saine time causing` the ring 49 to uncover the vent l-B, the pressure above the main piston 3l being thus cutoff and vented, perinitting` the other parts of the valve to return u itoinatically to normal position in the manner previously set forth. .i

'lfhe openinp- 33 is in the nat-ure of a bleed port permitting` the escape oi' part of the train line pressure so that said valve will not be moved to open the exhaust. passages 31-32 too quickly so that the brakes will be applied with gradually increasingY pressures mitting` equal pressure to both sides of said piston. .v n n llhile in the foregoing l have shouf'uand described aiiormally energized circuit vfor maintaining the parts of i iy mechanism in-A active it is apparent that this arrangement inioht be readily reversed by providing a normally deenergized circuit capable when energized of rendering` the mechanism active. lf thisis done a spring or equivalent device will be provided to maintain the armature-valve normally closed. rllhis isso clearly obvious as is also the possibilit-y of control by means of a 'thermostat by radio or otherwise that further illustration is be lievedunnecessary. e ln any event the manner of control does not in any Way eflect the subsequent operation of the parts of iny improved valve and therefore said control means may be varied at Will.

vliikc the control means for the valve the operation olf the valve itself may be reversed Yto at predeigermined times permit operation ol' the system or api'iaratus with which it associated and at all other times prevent its opeiation.y This may be done simply by fssociatiiig with the mechanism a normally deenergized control circuit instead of the normally eiiergized circuit shown. which Will render the valve active normally andinactive when the circuit is energized. y i

Furthermore, in describing` my invention as associated with a train braking system l have referred to the fluid pressure pipe Ell asthe train line pipe, but Wherever this terni isused it istobe construed to mean the equivalent fluid pressure pipe of any system with which my invention is used.

l: claim l. ln a f1 id pressure system, the combination with a fluid pressure pipe, fluid pressure supply pipe, and a valve interposed in pipe.

one'of said pipes and connected with the other and including parts maintained in predetermined normal relation by the fluid in said pipes and automatically operable by the same fluid to at predetermined times effect reduction of pressure in4 said :fluid pressure pipe Without reducing pressure in said fluid pressure supply pipe. y

`Q *lfn a fluid pressure system, the combination with a fluid pressure pipe, `a fluid pressure supply pipe, and a valve interposed between said pipes and including` parts maintained in predeterminednormal relation by 4l. ln a fluid v)fessure braking s istem, the

combination With a fluid pressure pipe, and,

another pipe supplyingfluid pressure to said first pipe, of a valve interposed between said pipesand including a normally closed eX- haust port held closed by the pressure. of fluidl in said pipes and automatically opened by the same fluir pressure at predetermined tiinesto exhaust fluid frointhe fluid pres sure pipe.y Y f y 5. ifi lluidpressure control device includv ing areciprocating valve normally held in position permitting communication through the device by the pressure of fluid which it controls; c A

G. A fluid pressure control device include ingr a reciprocating valve normally held in position permitting` commiinitiation through the device by the pressure of fluid which it controls and movable under the influence of the same pressure to deny such communication.

v ,7. ln a fluid pressure system, the combina-` tion With a fluid pressure pipe, ya fluid pressure supply pipe, and a valve interposed between said pipesand including' electro-magnetic means voperable to permit the parts of saidvalve to be automatically actuated by the pressure of fluid in said pipes to ellect a change of pressurein said fluid pressure 8. ln' a fluid pressure system, the combination with a fluid pressure pipe, a fluid pres-k sure suply pipe, a valve interposed in one of' said pipes and connected with the other and including` means operable solely by the'pressure of fluid in said pipes to permit and deny coiiiiuuniration through said fluid pressui'epipe,y andineans to rcontrol the operation of said first named-means. l l

' 9. A valve adapted to be interposed in the fluid pressure supply pipe and connected with the train line pipeof' a fluid pressure breaking system for automatically controlling` the pressure of the fluid in said' system, including a port permitting-v communication through said valve, closing' means for said port maintained normally in port opening position by the pressure of the fluid 'in said pipes, said valve also including avent. vent closing means normally maintained closed by the pressure of the fluid in said pipes, g and means. operable to permity said port closing means and said vent closingv meansto' move under thezinfluence of the pressure in said pipes yto respectively yclose said port and Open said vent, whereby a change or" pressure in said train line is effected.' l

10. A valve adapted to ybe interposedin the fluid pressure supplyv pipe and connected with. the train line pipe of a lluid pressure braking; system for wautomaticallyy exhaust# ing lluid from the train line pipe,vr including a portmeans normally held under the in fluence of the pressure in one Vof said-pipes in a port 'closingpositiom and means oper! able at predeterminedtiines to permit the pressure inthe train line pipe to move said closing; means to open-said port forthe purpose set forth.

i 1l. A valve adapted to be interposed in the fluid pressure supply pipeandconnected rWith the train linepipe of a fluid pressure braking system for automatically exhaustingfluid from the train line pipe7 including aport permitting communication through said valve, meansf'orclosing saidport maintained normally inactive under the influence of the pressure inone ofvsaid pipes, and means at predetermined times to' permit eX- haiist of fluid from said Itrain 4 i ipe,and`

permit said closing means operable to move under the influence of said pressure to close vsaid port. i

12. A valve adapted to be interposed in the fluid pressure supply pipe and connected Withthe train line pipe ofy a fluid pressure braking system for automatically exhausting fluid from the.l train line pipe, including,

normally open passage through saidy valve, maintained open by the pressure of the kfluid in said pipes, a normally closed vent through which fluid may be exhausted from the train pipe, said vent being' maintained closed by the pressureof the fluid'in said pipes, and means operable under the influence of the pressure in saidjpipes to 4at predetermined times close said passage and simultaneously' open said vent.

13. A valve adapted to be interposed inl the fluid pressure supply pipe and connected with the train line pipe of a uid pressure Huid pressure brakingj'system T cally exhaust' 'said system, l

means normally holding said element at'theq l'ii'aking;` system for automatically exhausting vduid from the train line pipe, including a the fluid pressure supply p'ipeand connect? ed `with` thel train line pipe vof 'a fluid*` pressure ,braking system for automatically' exliau'stingfluid from tlieftrain pipe, includ I ing a normally open passage between the fluid pressure supply pipe the usual manually operated .valve for controlling` the flovv of fluid rin rsaid pipes', a member for stem, a vert, mea normally heldin 'a position closing said vent "under the influenceof the pressure lin said passage and ni operable at predetermined times to cause the pressure toact to moves said passage, the closinggvpressur ventl closii means'beingrelieved' throng-rh (f5 saidliolloiv stem whereby said closing-means is moved under the influenceof tne pressure f inthe trainv pipe to open 'said went.`

v1592i'valve adapted to be int rposed "e including al i,

liniitof its ii'ioveinent in one dii aintain'ed' in by the parts of said valvolare position perinittingy control of the fluid by tlieusual mani lolly' operated 'valve formi apart of said system, and i fluid pressure braking system for automati-y cally controlling' the fluid in said system, including` .a movable element electro-inandi einher toy close eiipon said f 0' fluid from the mainline of" ment 'inierentinl pis-` ton operativelyA associated Witlisaid memberr closing said passage including ya hollow icoY iio f netio means including,r a circuit and a circuit making' and breaking device for holding; said element normally in a position Whereby'tlie parts oi said valve are'maintained in position permitting control of the-'fluid in' lsaid system by means other than said valve, a differential piston operatively associa-ted with said kelement and movable under the influence of the pressure in said system, upon operation of said circuit making and tweaking device, to move said element to permit other parts olf the valve to operate todeuy control et' the system to sa linanually operated valve and effect a change of pressure said train line pipe.

17. A valve adapted to be i `terposed in a fluid pressure hurling system for automatically exhausting` fluid .from the train line ot' said system, including` an element normally held in a position ypermitting` communication through said valve,` a piston con# nected to said element and movable under the influence of the pressure in said system to move said element to deny said ycommunication, means normally denyingy access of said pressure to said piston, means for actuating said last named means, and means Aoperable upon movement of said member to cut ofi' said communication to effect a change of pressure in said train line.

1,8. t valve adapted to be interposed in a fluid pressure system, for automatically con,

predetermined times to permit the fluid to.

move said piston and actuate said first means to effect a change of pressure in said system, said first named means beingsoperable to effect a gradual change oft pressure as set forth.

19. A valve adapted to be interposed in the fluid pressure supply pipe and lconnected Withthe train line pipe of a liuid pressure braking system for automatically controlling the same, including a plurality of relatively detachable sections, one of said sections having a port therein permitting comymunication through said valve, `an element l'or closing said port including` a holloiv stem, av vent, a member for closing' said vent, a second portpermitting access ot fluid to said member, a second element associated with said hollow stem and movable in unison with said first element for closing said second port, the closing pressure upon said member being exhausted through said hollowT stein when the elements are closed, a piston on said stem operable by said aressure to more sain elements to closing posit-ion, means normally denying` access ot pressure to said piston, and a. dill'erential piston operable to move said last named means to permit access oil pressure to said last mentioned piston' to out reducing pressure in said fluid pressure supply pipe. f

21. A fiuidpressure Acontrol device including a casing, avreciprocating valve contained Within saidcasing for 'controlling` communication therethrough, and reciproeating;V parts also contained Within the casing for controlli-ng` movements of said reciproeating` valve, said valve and parts being normally held in position permitting communication through the casing` by the pressure ot' fluid controlled by said device.

22. ln a fluid pressure system the combination of' a pressure pipe, a supply pipe, and a valve automatically operable `by the fluid in said pipes with an external means for inaugur` ting` movement of the valvefparts and their return to normal position by the fluid contained in said pipes.- l

fr fluid pressure control device including; a reciprocating valve normally held in position permitting communication through the de rice by the pressure of fluid Which-it controls, and external means for initiatin` closing' movementof said parts.

l fluid pressure control device including a port providing communication the ethrougln and a reciprocating valve movable underv the influence of the pressure or the tluid controlled by said device to both yclose and open said port. f

In testimony whereof I hereunto afllix my signature.

. ANDREV J. ALLARD. y 

